ITS 2020 Singapore | Speakers and Papers
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Developing and operating smart tugs - a perspective by PSA Marine and Wärtsilä
Bernard Wong, Head of Fleet Management, PSA Marine (Pte) Ltd, Singapore
Chris Chung, Director, Ecosystem Development, Wärtsilä Singapore Pte Ltd, Singapore
Singapore is forging ahead with its sea transport industry transformation. PSA Marine and Wärtsilä are focusing on connectivity, innovation and talent to increase the efficiency and safety of operations at the world's busiest container transhipment hub. PSA Marine and Wärtsilä have partnered to co-create smart marine solutions that will support the increasing capacity of the port. Together, they have embarked on the IntelliTug project, designed to enhance the capabilities of the harbour tug and to address the complex demands faced by tug masters. This paper provides an insight into how the IntelliTug project brings to life an intelligent tug of the future and is a testament to the partnership potential between man and machine.
Assurance of autonomous vessels
Dipali Kuchekar, Senior Electrotechnical Specialist, Marine & Offshore, Lloyd's Register Singapore Pte Ltd, Singapore
Across the maritime industry, a range of stakeholders are exploring the application of autonomous systems onboard maritime assets, including the use of automated navigation systems. However, the business case and practical application of this technology changes from sector to sector, operator to operator and vessel to vessel. This provides a dynamic engineering challenge to each new project that intends to apply this technology for navigational support. With this developing technology for maritime application crossing into realms of statutory and classification, as well as providing new approaches to operating vessels, gaps are forming between the current assurance approach for maritime platforms and what is required to implement these systems to assets. This paper explores the use of goal-based design assurance methods and how this approach provides a suitable framework to assure safety, capability and reliability of autonomous vessels. It also highlights how this flexible approach can be used for a range of operating models and variations in ship types and complexities, as well as key challenges and significant considerations for the application of maritime autonomy in support of port operations and offshore support functions.
Port turnaround optimisation with the Carrousel RAVE Tug: from directionless data to actionable information
Julian Oggel, Managing Director, Novatug BV, The Netherlands
Novatug's patented Carrousel RAVE Tug (CRT) has been operational since early 2018 and represents an evolution of tugs as an extension of existing fixed port infrastructure. The radical CRT combines tugboat components that have been tried and tested for decades but arranged in a different way to offer new capabilities required in a shipping environment dominated by vessel size, speed of operation and environmental concerns. Safety and operational advantage are central to the CRT but its data collection, analysis and communications capabilities mean it offers great potential to serve as a smart platform for improving port usage. The paper uses real operational experience and data to examine the value harbour towage can add to port turnaround optimisation.
Is there an electric tug in your future?
Robin Stapleton, P.Eng, Electro-Mechanical Engineer, Robert Allan Ltd, Canada
Mike Phillips, Naval Architect, Robert Allan Ltd, Canada
With the IPCC warning that CO2 levels must drop by 45 per cent from 2010 levels by 2030, and reach 'net zero' by 2050 to limit global warming to 1.5 degrees C, the transportation sector faces mounting ethical and regulatory obligations to decarbonise in the years to come. For tugboats, as with other vehicles, advancing battery technologies have opened the door to pure battery electric powering with shore charging from zero-carbon sources. This paper examines battery-powered tugs for ship handling and the trade-offs between size, cost, performance and conduct of operations to help tug owners, builders and port operators plan for a carbon-neutral future.
Salvage of autonomous vessels
Arjan Herrebout, Managing Director, Marinsal Consultants BV, The Netherlands
There are many initiatives around the world to develop autonomous vessels. The first vessels that can run autonomously are performing live tests. Questions about safety issues and responding to problems on board are all being answered from a technical perspective. Back-up systems on board, and operations centres ashore, should be able to deal with emergencies. What if technical solutions cannot provide the answer and such a vessel is in need of salvage? Can salvage crews co-operate with the autonomous systems on board the vessel, or will it become a battle between man and machine?
Tug and salvage simulation of a grounded ship
Jens Bay, Senior Project Manager, Force Technology Division for Maritime Industry, Denmark
Force Technology has developed a new feature for its SimFlex4 ship simulator system to simulate a ship aground in a channel, and the subsequent salvage operation involving several tugboats in an operation to refloat the ship. The paper shows how this feature allows for the use of several tugboats to be simulated along with the assisted vessel, and can also simulate the actual grounding - by calculating grounding force, contact area and seabed area shape.
The OSV market in Southeast Asia
Capt Mike Meade, CEO, M3 Marine Group Pte Ltd, Singapore
The demand for OSVs has been traditionally derived from the upstream activities of offshore rigs and platforms. Southeast Asia ranks second in offshore drilling rig demand by region, and is typically a shallow water market. The two key types of commoditised OSVs are platform supply vessels (PSVs) and anchor handling tug supply (AHTS) vessels. Southeast Asia is the second largest market, after the Middle East, for smaller sized AHTSs, but accounts for only around 4 per cent of the global demand for PSVs. However, there has been a steadily improving trend in the term charter rates for PSVs in the region since the second half of 2018 and that trend has continued into 2019. Due to speculation and over-expansion, a number of OSV owners in Southeast Asia have suffered, or are still suffering and are in severe financial crisis, and this paper examines the medium and long-term prospects for the OSV market in the region.
ITS 2020 - a view from Singapore
Alec Laing, Managing Director, ACL Shipbrokers Ltd, UK
While every year is testing in the harbour towage market, 2020 presents some really sharp challenges: the world economy is weakening and the Sino-American tariff war shows no sign of abating, added to which are currency tensions and the ever-pressing politics surrounding climate change. Was there ever such a threatening mix? Focusing on Singapore and the Asian port tug market, this paper draws on interviews with some of the region's influential personalities to identify the key concerns and the possible answers in this time of such pressure in the global picture. By probing for opinions, rate predictions, consolidation and new technologies, this will be an up-to-date and objective briefing.
The economic and operational context of the provision of marine salvage services in 2020
Richard Janssen, President, International Salvage Union, UK
Provision of marine salvage services has changed significantly in the past decade. Few specialist salvage tugs are kept on station, the 'no cure, no pay' principle enshrined in the Salvage Convention has been eroded and non-traditional salvors and consultants increasingly offer services. At the same time, the operational challenges, particularly those associated with vast containerships and other classes of vessel, have increased. This paper examines the current context of the international salvage industry and considers the importance of maintaining a well-supported, professional salvage sector and how the industry can respond positively and proactively to the issues it faces.
A-Z of waste from salvage
Martin Bjerregaard, Director, D3 Consulting Limited, UK
Salvage works can often lead to complex wastes needing to be managed and either treated or disposed of. Drawing on past salvage experience, this paper provides a step-by-step guide to designing, planning and implementing waste management operations in support of salvage works, to ensure that the waste is managed both in compliance with regulations and cost-effectively.
EPA T4 / IMO III emissions compliance without urea after-treatment
Sander Jacobs, Global Sales Leader, GE Transportation, a Wabtec company, The Netherlands
GE Transportation's diesel engine meets IMO Tier III and US EPA Tier 4 emission standards without using urea-based SCR after-treatment. Instead of reducing NOx content in the exhaust flow, advanced emissions reduction technology limits the formation of NOx during combustion. To achieve this, GE applied exhaust gas recirculation, high pressure common rail fuel injection, increased peak cylinder pressure (enabled by a dual stage turbo) and an advanced miller cycle, without impacting fuel efficiency and service intervals. This breakthrough technology won the 'Best Technology for Cleaner Emissions' category at the Lloyd's List Americas Awards and reduces key emissions by more than 70 per cent.
The Sembcorp Marine LNG hybrid tug
Cyrill Halbauer, Application Engineer Commercial Marine & Offshore, Rolls-Royce Solutions GmbH, Germany
Sembcorp Marine Ltd plans to design and build a fleet of LNG battery hybrid tugs to replace the ageing diesel-driven tugs that currently support yard operations. The tug design is being carried out by LMG Marin, a Norwegian naval architecture practice with 76 years of experience in ship design. The revolutionary concept foresees a pure gas-driven harbour tug with hybrid support to be operated in Singapore. This paper outlines the background of the project in general and describes in detail the integration of the MTU pure gas engine into this sophisticated vessel. It highlights the efforts made to optimise the propulsion train to cope with the rigours of harbour tug operation. In conclusion, the environmental impact will be analysed and highlighted.
25 years of dealmaking in the towage industry! What will be the direction in the next 25 years?
Kees van Biert, Partner, JBR Strategy, The Netherlands
Ben Vree, Associate, Global M&A, The Netherlands
Rick ter Maat, Principal, JBR Strategy, The Netherlands
During the last 35 years JBR has been active as a corporate finance/consultancy boutique. In the past 25 years, the company has executed more than 100 assignments in the towage area - encompassing strategic studies, refinancing, restructuring, mergers and acquisitions. JBR has also been involved in the financing of the first RotorTug concept, buying and building Smit Internationale's portfolio, creating joint ventures such as Saam Smit, Kotug Smit and others, and most recently the sale of Kotug Smit to Boluda. This paper provides a look back, discusses the current landscape and gives an insight into how the future of the towage industry might look.
From alarm & monitoring systems to value added lifecycle services - delivering more value through our full-service experience from Caterpillar
Ken Krooner, Marine Digital Strategy, Caterpillar, USA
The benefits of full power slipping for tugs
Yannick Jan, Naval Architect, Piriou Ingenierie, France
Jean-Pierre Mottais, Technical Manager, Boluda France, France
Philippe Davignon, Managing Director, Ortlinghaus France, France
Needless to say, tugs are powerful ships. This power is needed to handle large vessels that have limited manoeuvring capabilities. Having a lot of power is good - but being able to control it precisely is better. To achieve this goal, Boluda, Piriou and Ortlinghaus have pooled their knowledge. The result is a new slipping clutch that enables the captain to smoothly share the tug's power.
Operating and maintaining LNG dual-fuel tugs - a perspective by PSA Marine
Jeffrey Sim, Senior Manager Fleet Technical Services, PSA Marine (Pte) Ltd, Singapore
Kah Meng So, Senior Manager (Fleet Operations), PSA Marine (Pte) Ltd, Singapore
This paper introduces the types of LNG dual-fuel (DF) tugs in the PSA Marine fleet, looks at the key differences between an LNG tug and a conventional tug, and focuses on a number of key themes. The speakers will share observations and experiences in owning and operating an LNG tug, concentrating on the following areas: preparation efforts to engage, train and develop engineers and crew to operate and maintain an LNG tug; additional safety processes and practices required in operating and maintaining an LNG tug; skill sets, mindsets and behavioural changes required to support LNG tug operations, and additional resources and cost required in operating and maintaining an LNG tug.
A true and reliable approach to designing a high HP electric escort winch using a first reduction planetary gear set and ABB Smart Winch technology
Capt Ronald Burchett, CEO, Burchett Marine Inc, Canada
Gayomurd Desai, Mgr Integrated Solutions / Product Mgr Smart Winch, ABB, New Zealand
The use and application of electric escort winches on the market today is misunderstood and, in many cases, an improper application. Instead of working off the motor, high line pull is achieved using low line speeds that cannot keep up with the escort, and when the winch renders out, the operator relies on water-cooled brakes or slip clutches and overly complex and expensive systems. This paper presents a mechanical first reduction planetary drive and ABB Smart Winch technology designed to work off the motor, with no PLC and no force sensors required. Operation of the Smart Winch system is based on the principle that the electric winch motor is always active during all processes of load winding, unwinding and holding position. This paper addresses the slackline tether mode that will keep a set distance between tug and tow: the most important feature never before incorporated on an escort winch is escort roll alert and auto roll compensation for improved tug stability.
The whys and wherefores of escort towage
Capt Alexander Vecka, Senior Partner/Director/Training Master, Towage Unlimited Group, Australia
Capt Arie Nygh, Managing Director, SeaWays Consultants Pty Ltd, Australia
One of the most effective ways of managing the risks associated with ever larger ships transiting narrow waterways, whether those risks are to the environment, economy or humanity, is to have a purpose-designed tug actively escorting the ship. This paper explains the role and prominent design features of an escort tug, what differentiates an escort tug from a harbour tug, the ship assist service it can provide and the competencies required by the crew to effectively and safely deliver the service. Furthermore, it provides an operational look into the escort towage operations conducted in the largest bulk export port in the world, Port Hedland. The geographical characteristics of Port Hedland's confined channel make the requirement for advanced, high powered escort tugs imperative. Following years of trials and research into risk mitigation and effective towage operations from 2013-17, the introduction of six purpose-built Escort class RAstar 85 tugs has brought a level of safety and efficiency to mitigate the channel risk. This paper covers the journey of implementation into full escort service, including the extensive training and towage exposure for pilots and tug masters alike.
Operational experience of using the international standard for bollard pull trials
Dr Thijs Hasselaar, Senior Project Manager, MARIN (Maritime Research Institute Netherlands), The Netherlands
Sander Woltheus, Marine Technical Manager, Smit Lamnalco, The Netherlands
In 2019, the international standard for bollard pull trials was launched. Over the past year a great number of bollard pull trials have been executed according to this new standard. This paper describes the technical and operational experiences of applying the new standard to bollard pull testing from a tug operator's point of view. Experience gained from more than 30 bollard pull trials conducted worldwide is shared. Guidance is provided to reduce the uncertainty caused by load cells and power measurement to get the most reliable and repeatable bollard pull test results.
Extension of operating times of tugs through improved sea-keeping behaviour
Dr Dirk Juergens, Manager - Research & Development, J.M. Voith SE & Co. KG, Germany
Studies such as the SafeTug project have shown that rolling movements are the limiting factor for tug operations in waves. Extensive numerical and experimental studies have been carried out with Voith Water Tractors and RAVE tractors, and the results show up to which wave heights tugs can safely operate.This paper will give a broad insight into the model experiments, the calculation methodology and the analysis of these results. The complex calculations take place in the time domain and give a precise insight into the ship's movements. Due to the fast and accurate thrust adjustment of the Voith Schneider Propeller (VSP), it is possible to implement efficient active roll stabilisation and dynamic stabilisation on tractors by means of the VSP. This unique combination opens up new possibilities for increasing the efficiency of tug operations.
Sustainable solutions for tugs based on holistic design
Robert van Koperen, R&D Team Leader, Damen Shipyards, The Netherlands
Mijndert Wiesenekker, Sales Director Benelux, Damen Shipyards, The Netherlands
The availability of sustainable technology has increased throughout the entire engineering world. Within the past decade we have seen system and component prices drop, making the business case for green technology more current than ever. With the arrival of electrification, natural gas and exhaust gas after treatment, new propulsion topologies are possible. This paper will describe how viable these solutions are and explain the development behind this by looking at the customer requirements and their business needs, resulting in the appropriate technology solution and looking closely at the operational needs of the crew. We also explain how we use different design methods like System Engineering to determine the best solution including modularity. Also the way the requirements are verified and validated is presented with, for instance, the successful implementation of Hardware in the Loop testing.
The development of the first i-tug
Jie Yi, Deputy Manager, Tianjin Port Tugboat and Lighter Company Ltd, China
Xuhui (Bill) Hu, Senior Naval Architect, Robert Allan Ltd, Canada
Miao Ye, Senior Naval Architect, Robert Allan Ltd, Canada
After four years' development, Tianjin Port took delivery of the first two multi-function tugs with class notation of i-Ship in May 2019. As a pioneer project, the intelligent system, consisting of i-hull, i-navigation, i-machinery space and i-energy efficiency management, will bring the harbour tug fleet of the port to a new level. This paper reviews the entire process of the project from initial consideration and concept development, to statement of requirements and through sea trials.